Imágenes de páginas

required a wider and deeper channel. A new project was therefore adopted providing for making a cut-off channel through Alley's Point, with straight connecting channels above and below, and widening to 60 feet and deepening to 5 feet the existing channels through Trickey's and Clements Point Shoals; $28,000 were appropriated and expended in making the “ cut-off” through Alley's Point. The other work of blasting and removing rock and dredging in the upper portions of the river was estimated to cost $47,000 more. This second project was completed in 1888.

The act of August 11, 1888, ordered another survey to be made of the river. The report of this survey is dated December 14, 1889. The large increase in trade seemed to justify still a further improvement of the river, and accordingly a new project was submitted, suggesting an improvement that looks to obtaining a channel depth of 7 feet, increased to 74 feet in rock, the channel to have a minimum width of 10 feet where confined in rock, increasing to 60 and 75 feet where the material is less expensive to remove. This last project is estimated to cost $175,000.

The following appropriations have been made for the improvement of this river: July 4, 1836 $5,000 | June 18, 1878

$6,000 March 3, 1837 5, 000 August 2, 1882

28, 000 March 3, 1871. 10,000 July 5, 1884

28,000 June 10, 1872 10,000 August 5, 1886.

10, 000 March 3, 1873. 10,000 August 11, 1888.

9,000 June 23, 1874 10,000 September 19, 1890.

25,000 March 3, 1875.

25,000 August 14, 1876..


195,000 The total expenditures on the improvement of the river up to June 30, 1891, have been $170,215.29. These expenditures have resulted in giving a channel through the rocky bed of the river 5 feet deep, and 40 feet wide in the narrowest parts, where before the depth was only from 6 inches to 2 feet.

The expenditures for the fiscal year ending June 30, 1892, have been $24,188.83. The upper end of the channel at Dover has been deepened to 7 feet at mean low tide, for a length of 1,200 feet, with widths vary. ing from 100 to 140 feet. Portions of the channel above and below Clements Wharf of a total length of 600 feet have also been dredged to the same depth.

The improvements in the navigation of the Cocheco have been of great benefit to the people of Dover and the vicinity. In the item of coal alone, it is reported that not less than 35,000 tons are supplied annually at a saving of 50 cents per ton, which could not have been done had no improvements been made.

Money statement.

July 1, 1891, balance unexpended...

$24, 784. 71 June 30, 1892, amount expended during fiscal year..

24, 188. 83 July 1, 1892, balance unexpended.....

595.88 Amount appropriated by act approved July 13, 1892.

15, 000.00 Amount available for fiscal year ending June 30, 1893....

15, 595.88 Amount (estimated) required for completion of existing project.. 135, 000.00 Amount that can be profitably expended in fiscal year ending June 30,1894 50,000.00 Submitted in compliance with requirements of sections 2 of river and

harbor acts of 1866 and 1867.

[blocks in formation]


At the instance of members of the Marine Society, and the board of trade, and other citizens of Portsmouth, a survey of this harbor was made in 1882 by Col. George Thom, Corps of Engineers. The improvement desired at that time was to have the channel of entrance opened to a depth of 9 feet at mean low tide, for a width of 100 feet, and to have the inner basin enlarged to a width of 300 feet for a length of about 700 feet, and the dredged channel and basin protected by a rubblestone breakwater. The estimated cost of the project was $33,000.

The act of Congress of July 5, 1881, directed a preliminary examination and survey to be made with a view to its improvement as a harbor of refuge. This examination was made in the latter part of the year 1884, and an enlarged project submitted for the improvement, the estimated cost of which was $ 150,000. The former project was not regarded by the district engineer as sufficient to accomplish satisfactory results, and the latter he regarded as too costly to justify the Government in undertaking it. The former project, however, was adopted in 1886, and its execution entered upon.

In 1887 the engineer recommended that the project be enlarged, as the old project did not seem to meet the needs of those interested.' A new project was therefore suggested, providing for the construction of two breakwaters, one on the north side and the other on the south side of the entrance, and the dredging of an anchorage behind them of about 49 acres to a depth of 12 feet at mean low tide. The estimated cost of the enlarged project was 8235,000.

The act of 1888 made an appropriation for the work of $20,000, on the enlarged plan. Before the improvement was undertaken the depth of water in the harbor was only about 6 feet at low tide, and the anchorage was small in area and exposed to the full force of the sea, which is heavy when the winds are strong from the northeast. The object of the improvement is to form a harbor of refuge for small coasters and other vessels that get caught outside and are unable to get into the harbor of Portsmouth on account of the strong ebb tide which sets out to sea. It is said that a number of wrecks have occurred which need not have happened if such a harbor had been in existence.

The following appropriations have been made: August 5, 1886

$10,000 August 11, 1888

20,000 September 19, 1890

40,000 The total expenditures up to June 30, 1891, were $33,442.44. The results accomplished up to that date were not great, being only the dredging of a part of the area intended for anchorage ground under the new project, and the partial construction of the breakwater on the south side of the entrance.

The expenditures in the fiscal year ending June 30, 1892, have been $5,980.39. This has all been applied to the partial construction of the south breakwater.

A contract was made with Thomas A. Rowe, of Newton, Mass., for the construction of the south breakwater and a beacon on the end of it. Under the terms of the contract he was authorized to use a lot of blasted ledge which lay on the shore in front of Fort McClary. After this material had been exhausted, which was the case after he had taken 13,502 tons of it, the contractor declined to go on with his contract, claiming that he had been given to understand that all the stone could be obtained from Fort McClary. Under the circumstances it became necessary to annul the contract, which was done in accordance with its terms, in May, 1892.

The work was readvertised under date of May 19, 1892, and in response thereto three bids were received, that of George Willett Andrews, of Biddeford, Me., at $1.11 per ton, being the lowest. The contract was awarded to him.

There is no commerce, properly considered as such, in Little Harbor. The work is intended as a harbor of refuge, and will doubtless be used only in case of necessity by small coasters who can not reach Portsmouth Harbor in northeasterly storms.

Money statement.

July 1, 1891, balance unexpended..

$36, 557.56 June 30, 1892, amount expended during fiscal year

8, 980. 39 July 1, 1892, balance unexpended

27,577.17 June 1, 1892, outstanding liabilities..

$50.00 July 1, 1892, amount covered by awarded contracts.

26, 610.00

26, 690.00 July 1, 1892, balance available......

887. 17 Amount appropriated by act approved July 13, 1892

30,000.00 Amount available for fiscal year ending June 30, 1893 ....

30, 887.17 Amount (estimated) required for completion of existing project. 135, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1894 50,000.00 Submitted in compliance with requirements of sections 2 of river and

harbor acts of 1866 and 1867.

Abstract of proposals for construction of breakwater at Little Harbor, New Hampshire,

June 18, 1892.

[blocks in formation]


ING NAVIGATION. During March, 1892, the lime-laden schooner Isabel Alberto was sunk in the southern part of Rockland Harbor, Maine, constituting an obstruction to navigation. An allotment of funds, under the act of June 14, 1880, has been made, and proposals have been invited for the removal of the wreck.

During December, 1891, the schooner Huntress was sunk off Browneys Island, to the southwestward of Moosabec Reach, Maine. The wreck endangers navigation, and steps have been taken looking to its early removal.

A 25



Washington, D. C., December 9, 1891. SIR: I have the honor to submit herewith copy of reports dated March 21 and November 28, 1891, respectively, upon preliminary exam. ination and survey, with three maps,* of Penobscot River, Maine, made by Lieut. Col. Jared A. Sinith, Corps of Engineers, in compliance with provisions of river and harbor act approved September 19, 1890.

The works of improvement on Penobscot River proposed in the project submitted are, with estimates of cost, as follows: 1. Improvements near Bangor, Me:

Widening channel 60 feet on Brewer side and deepening
two areas near ferry landings..

Removing top of small ledge in front of harbor line off
Bacons Wharf..

200 Contingencies and engineering expenses


$17,000 2. Construction of two jetties near Crosby Narrows

20,000 3. Construction of three jetties at High Head and Frankfort Flats, between Winterport and Bucksport, Me....




* Not reprinted; printed in House Ex. Doc. No. 37, Fifty-second Congress, first session.

In case that an appropriation is made for the improvement of Penobscot River the question of construction of jetties or deepening the navigable channel by dredging should have further consideration. Very respectfully, your obedient servant,


Brig. Gen., Chief of Engineers. Hon. L. A. GRANT,

Acting Secretary of War.



Portland, Me., March 21, 1891. GENERAL: In compliance with requirements of section 17 of river and harbor act approved September 19, 1890, communicated in Department letter of September 20, 1890, I have the honor to submit the following report of an examination of the Penobscot River, Maine:

During the past five years I have visited various points on the Penobscot River, with special reference to ascertaining its commercial interests and necessities, and on the 6th and 7th of November, 1890, I visited Bangor and Bucksport to obtain further information for this report.

As nearly as can be ascertained by the means at my disposal, the annual freight tonnage on the Penobscot River is largely in excess of 2,000,000 tons.

This is a greater tonnage than is found on any river of our Pacific coast. Only six rivers on our Atlantic and Gulf coast have a larger tonnage, and five of those include parts or all of the harbors of New York, Philadelphia, Baltimore, Norfolk, and New Orleans.

The city of Bangor, which is near the head of tide water on the Penobscot River, is at the head of navigation for steamboats and sail vessels, though the river is, in fact, legally a navigable stream, and is used as a water highway for rafting logs from points much farther in the interior of the State.

The commercial statistics of the river cover only the freights from and below Bangor to the head of Penobscot Bay at Fort Point, a distance of 27 miles by the channel, though the entire distance over river and bay to the coast headlands is about 60 miles.

The Penobscot River thus forms a most important communication with the interior of the State. At Bangor it intersects the Maine Central Railroad, which crosses the State to the Province of New Brunswick.

From these facts it is my opinion that the river is amply worthy of improvement.

The improvements required do not seem extensive or disproportionate when the importance of the navigation is considered.

Various surveys of portions of the river have been made with a view to ascertain the nature and extent of obstructions which should be removed.

By act of March 2, 1829, an appropriation of $300 was made for a survey ofthe channel from Whitehead to Bangor, but no improvements were undertaken until subsequent to the act of July 11, 1870, by which the sum of $15,000 was appropriated for the improvement of the Penobscot

« AnteriorContinuar »